WO2016035794A1

WO2016035794A1 - Tire position registration system

Info

Publication number: WO2016035794A1
Application number: PCT/JP2015/074866
Authority: WO
Inventors: 由宇太土川; 勝秀熊谷
Original assignee: 株式会社東海理化電機製作所
Priority date: 2014-09-04
Filing date: 2015-09-01
Publication date: 2016-03-10
Also published as: JP2016052860A

Abstract

A tire position registration system is provided with a position determination unit (21) that acquires a plurality of pieces of axle rotation information respectively from a plurality of axle rotation detection units (19) each time radio waves from a tire valve (4) are received by a receiver (12). The position determination unit (21) has a plurality of synchronized wheel allowable ranges that are set in one period of one piece of axle rotation information corresponding to one rotation of one axle. The position determination unit (21), each time the radio waves from the tire valve (4) are received by the receiver (12), determines in which of the plurality of synchronized wheel allowable ranges each of the plurality of pieces of axle rotation information is included, and identifies, based on the result of the determination, the ID of the tire valve of the tire that rotates in synchronism with the axle rotation information of each of a plurality of axles, so as to determine the tire position of a plurality of tires by associating the ID of the tire valve (4) and the axles.

Description

Tire position registration system

The present invention relates to a tire position registration system for registering a tire valve ID associated with a tire mounting position in a receiver.

Conventionally, a receiver registers a tire valve ID (valve ID) in a tire position registration system. Patent Document 1 describes a tire position registration system that automatically registers a tire valve ID (valve ID) in a receiver of a vehicle body without using a trigger generating device such as an initiator. This type of tire position registration system confirms the coincidence between the gravity information of the gravity detector (gravity sensor) provided on each tire valve and the detection signal of the axle rotation detector provided on each axle. The tire position is specified by associating each valve ID with the axle.

Special table 2011-527971 gazette

In this type of tire position registration system, there is a need to reduce the calculation load for determining the tire position.
An object of the present invention is to provide a tire position registration system that can keep a calculation load for determining a tire position low.

One aspect of the present invention is a tire position registration system, which is a plurality of tire valves respectively attached to a plurality of tires, and each of the plurality of tire valves is on a tire rotation locus of the tire valve. A gravity detection unit that detects a position and generates a detection signal, wherein each of the plurality of tire valves determines a specific position on a tire rotation locus based on the detection signal generated by the gravity detection unit; A plurality of tire valves configured to transmit tire pressure data and a radio wave including an ID of the tire valve at a specific position on a tire rotation trajectory, and provided corresponding to the plurality of axles, respectively. A plurality of axle rotation detectors each for detecting rotation of a corresponding one of the plurality of axles and generating axle rotation information; and a vehicle body. A receiver configured to receive the radio wave from each of the plurality of tire valves, and each time the radio wave is received from the tire valve by the receiver, Each of the plurality of axle rotation information has a value that is repeated every one cycle corresponding to one rotation of the corresponding axle, and the position determination unit. Has a plurality of synchronous wheel tolerances set in one cycle of one axle rotation information corresponding to one rotation of one axle, and the position determination unit is configured to receive the radio wave from the tire valve by the receiver. Each of the plurality of axle rotation information is determined whether or not each of the plurality of axle rotation information is included in any of the plurality of synchronous wheel permissible ranges, and each axle of the plurality of axles is determined based on the determination result. By specifying the ID of the tire valve of the tire that rotates in synchronization rolling information, by associating the ID and the axle of the tire valve, determining the tire positions of the plurality of tires.

According to the present invention, the calculation load for determining the tire position can be kept low.

The lineblock diagram of the tire position registration system of one embodiment. The outline figure in which a tire valve transmits an electric wave in the peak position. Explanatory drawing of a some synchronous ring tolerance | permissible_range. The outline figure when comparing axle rotation information with a plurality of synchronous wheel permissible ranges. The table | surface which showed narrowing of the combination of valve ID and an axle.

Hereinafter, an embodiment of a tire position registration system will be described with reference to FIGS.
As shown in FIG. 1, the vehicle 1 includes a tire pressure monitoring system (TPMS: TPMS) 3 that monitors the air pressure of the tires 2 (2a to 2d) and the like. The tire pressure monitoring system 3 includes tire valves 4 (4a to 4d) attached to the tires 2a to 2d, respectively. Each tire valve 4 is attached to a tire plug of the tire 2 and is provided as a tire valve sensor including both a sensor and a communication function. Each tire valve 4 transmits a radio wave Sva including a valve ID for identifying the tire 2 to which the tire valve 4 is attached. For example, each tire valve 4 transmits a radio wave Sva including air pressure data and valve ID of the corresponding tire 2. The receiver 12 provided in the vehicle body 5 receives the radio wave Sv and monitors the air pressure of each tire 2a to 2d.

The tire valve 4 detects a controller 6 that controls the operation of the tire valve 4, a pressure detection unit 7 that detects tire air pressure, a temperature detection unit 8 that detects the temperature of the tire 2, and gravity that occurs in the tire valve 4. And a transmission antenna 10 used for transmitting the radio wave Sva from the tire valve 4. The controller 6 includes a memory 11. The memory 11 stores the valve ID unique to each tire valve 4. The pressure detection unit 7 is a pressure sensor, for example. The temperature detector 8 is a temperature sensor, for example. The gravity detection unit 9 is an acceleration sensor (G sensor), for example. The transmission antenna 10 transmits, for example, a radio wave Sva in a UHF (Ultra High Frequency) band.

The receiver 12 is provided as a TPMS receiver 12. The TPMS receiver 12 monitors the air pressure of each tire 2 by receiving the radio wave Sva from each tire valve 4. The TPMS receiver 12 includes a tire pressure monitoring ECU (Electronic Control Unit) 13 that controls the operation of the TPMS receiver 12 and a receiving antenna 14 that is used to receive the radio wave Sva. The tire pressure monitoring ECU 13 includes a memory 15. The valve ID transmitted from each tire valve 4a to 4d to the TPMS receiver 12 is stored in the memory 15 in association with the tire position of the corresponding tire 2. The TPMS receiver 12 is connected to a display unit 16 that displays the monitoring result of the tire air pressure. The display part 16 is installed, for example in the instrument panel in a vehicle.

The TPMS receiver 12 receives the radio wave Sva transmitted from the tire valves 4a to 4d at a certain timing by the receiving antenna. The TPMS receiver 12 obtains the valve ID from the radio wave Sva and collates the valve ID. And if collation of valve ID is materialized, TPMS receiver 12 will check the air pressure data of tire valve 4. If the tire pressure is equal to or lower than the low pressure threshold, the TPMS receiver 12 displays on the display unit 16 together with the tire position that the tire pressure is low. The TPMS receiver 12 performs this air pressure determination every time the radio wave Sva is received, and sequentially monitors the air pressure of the tires 2a to 2d.

The tire pressure monitoring system 3 automatically associates the valve IDs of the tire valves 4a to 4d with the right front tire 2a, the left front tire 2b, the right rear tire 2c, and the left rear tire 2d, and automatically associates these valve IDs with the TPMS receiver 12. A tire position registration system 17 having a tire position automatic registration function for registration, a so-called auto location function is provided. The tire position registration system 17 includes means for detecting the rotational position (rotation amount) of the axle 18 (18a to 18d) that supports the tire 2 (2a to 2d), and the tire valve 4 attached to the tire 2 is rotated. The rotational position of the axle 18 is acquired when a specific position is reached on the trajectory. The tire position registration system 17 identifies the axle 18 that rotates in synchronization with the tire 2 (the tire valve 4) by repeating such a process a plurality of times, and associates the valve ID of the tire valve 4 with the tire 2 to associate the tire with the tire 2. The positions 2a to 2d are determined.

FIG. 2 shows the gravity component detected by the gravity detector 9. The gravity detector 9 detects a gravity component that acts on the tire valve 4 according to the rotation of the tire 2. The tire valve 4 transmits the radio wave Sva at the peak position on the rotation locus of the tire 2. For example, the peak position is a “12 o'clock position” on the rotation locus of the tire 2. When the tire valve 4 reaches the peak position, the tire position registration system 17 transmits the radio wave Sva and starts the tire position determination. Actually, the position at which the tire valve 4 transmits the radio wave Sva (radio wave transmission timing) has a “tolerance” and varies within a tolerance range centered on the peak position.

As shown in FIG. 1, the vehicle 1 includes an axle rotation detection unit 19 (19a to 19d) provided corresponding to each of the axles 18a to 18d. The axle rotation detectors 19a to 19d are, for example, ABS (Antilock Brake System) sensors provided on the axles 18a to 18d. In this case, the axle rotation information Dc is, for example, a pulse count value output from the ABS sensor. The axle rotation detection unit 19 detects a plurality of (for example, 48) teeth provided on the axle 18 by the sensing unit, and supplies a rectangular wave-shaped pulse signal to the TPMS receiver 12 as the axle rotation information Dc. The TPMS receiver 12 detects 96 pulses (count value Ct: 0 to 95) per rotation of the tire 2 if both the rising edge and the falling edge of the pulse signal are detected. Thus, the TPMS receiver 12 determines the rotational positions (rotation amounts) of the axles 18a to 18d according to the axle rotation information Dc supplied from the axle rotation detection units 19a to 19d. For example, when receiving the radio wave Sva from the tire valve 4, the TPMS receiver 12 receives the axle rotation information Dc from the axle rotation detection units 19a to 19d and determines the rotational positions of the axles 18a to 18d. The TPMS receiver 12 identifies the axle 18 that rotates in synchronization with the tire 2 (tire valve 4) based on the determined rotational positions of the axles 18a to 18d. The TPMS receiver 12 measures the axle rotation information Dc of each axle 18a to 18d by the counter 20. The counter 20 is provided for each of the four axles 18a to 18d and is provided for each of the four-wheel valve ID1 to valve ID4. Therefore, 16 counters 20 are provided. That is, the plurality of counters 20 are provided corresponding to the plurality of axles 18 respectively. Each counter 20 counts according to the rotation angle of one corresponding axle 18 among the plurality of axles 18, and generates a count value Ct as axle rotation information Dc.

FIG. 3 is an explanatory diagram of a plurality of synchronous wheel allowable areas Et preset in the tire position registration system 17. Each synchronous wheel allowable range Et is a specific range in one cycle of the axle rotation information Dc (count value Ct) repeatedly acquired every time the tire 2 makes one rotation. For example, the plurality of synchronous wheel allowable ranges Et are shifted so that the axle rotation information Dc (count value Ct) increases by “1” (in the direction of arrow A in FIG. 3). In the present embodiment, one cycle of the count value Ct is “96” detected by the counter 20 while the tire 2 makes one round. For example, the synchronous wheel allowable range Et (a specific range within one counter cycle) is a range of 24 count values Ct from the start point Pa to the end point Pb. In this case, the first synchronous wheel allowable range Et-0 is a range from the start point Pa “23” to the end point Pb “0” as shown in FIG. The synchronous wheel allowable range Et is set to the tolerance of the radio wave transmission position (radio wave transmission timing) of the tire valve 4. For example, each data of the plurality of synchronous wheel allowable areas Et is stored in advance in the memory 15 of the tire pressure monitoring ECU 13.

Referring back to FIG. 1, the tire position registration system 17 includes a valve ID transmitted from the tire valve 4 when each tire valve 4 reaches a specific position on its rotation locus, and axle rotation information of the axles 18a to 18d. A position determination unit 21 that determines the tire position by confirming the coincidence with Dc is provided. The position determination unit 21 is provided in the tire pressure monitoring ECU 13. The position determination unit 21 confirms which allowable range of the plurality of synchronous wheel allowable ranges Et includes the axle rotation information Dc acquired when the valve ID is received, so that the valve ID is set to the axle 18. The tire position is determined in association. That is, the position determination unit 21 has a plurality of synchronous wheel tolerances Et set in one cycle of one axle rotation information Dc corresponding to one revolution of one axle 18.

Next, FIG. 4 and FIG. 5 show an operation explanatory diagram of the tire position registration system 17. For example, the tire position registration system 17 starts the tire position determination when the ignition switch of the vehicle 1 is turned on to start running.

As shown in FIG. 4, the position determination unit 21 receives the radio wave Sva (for example, valve ID1) of the tire valve 4, that is, when the tire valve 4 reaches a specific position on the rotation locus, the axle rotation information Dc. (Count value Ct) is acquired. The position determination unit 21 determines which allowable range of the plurality of synchronous wheel allowable ranges Et includes the acquired axle rotation information Dc. Specifically, first, the position determination unit 21 sets the first (No. 0 in the figure) synchronous wheel allowable range Et-0 at a preset start position, and sets the first synchronous wheel allowable range Et−. It is determined whether 0 includes the axle rotation information Dc. For example, the end point Pb of the first synchronous wheel allowable range Et-0 is set to the count value Ct “0” as the start position, and the start point Pa of the first synchronous wheel allowable range Et-0 is set as the start position. The count value Ct is set to “23”.

Subsequently, the position determination unit 21 shifts the start point Pa and end point Pb of the first synchronous wheel allowable range Et by a predetermined amount so that the axle rotation information Dc increases (in the direction of arrow A in the figure) (second ( No. 1) of the synchronous wheel allowable range Et-1 in the figure is set, and it is determined whether or not the second (No. 1 of FIG. 4) synchronous wheel allowable range Et-1 includes the axle rotation information Dc. . For example, the predetermined amount by which the synchronous wheel allowable range Et is shifted is the count value Ct “1” of the counter 20. At this time, if the axle rotation information Dc is, for example, “22”, the position determination unit 21 determines that the second synchronized wheel allowable range Et-1 is the same as the first synchronized wheel allowable range Et−1. Is determined to be included. Subsequently, the position determination unit 21 shifts the start point Pa and the end point Pb of the second synchronous wheel allowable range Et by a predetermined amount so that the axle rotation information Dc increases (in the direction of arrow A in the drawing) (third ( In the figure, No. 2) synchronous wheel allowable range Et is set, and it is determined whether or not the third (No. 2 in FIG. 4) synchronous wheel allowable range Et includes the axle rotation information Dc. Similarly, the position determination unit 21 includes a fourth synchronous wheel allowable range Et (No. 3 in FIG. 4), a fifth synchronous wheel allowable range Et (No. 4 in FIG. 4),... 96th. It is determined in turn whether the synchronous wheel allowable range Et (No. 95 in FIG. 4) includes the axle rotation information Dc. That is, each synchronous wheel allowable range Et has a start count value Pa and an end count value Pb. The position determination unit 21 sequentially shifts the plurality of synchronous wheel allowable ranges Et by shifting the start count value Pa and the end count value Pb by one or more count values in one cycle period of the count value of the counter 20.

The position determination unit 21 sets, for example, a flag “1” in a plurality of synchronous wheel allowable ranges Et including the axle rotation information Dc in the first to 96th synchronous wheel allowable ranges Et (each of the synchronous wheel allowable ranges Et). Set. On the other hand, the position determination unit 21 sets, for example, a flag in a plurality of synchronous wheel allowable areas Et that do not include the axle rotation information Dc in the first to 96th synchronous wheel allowable areas Et (each No of the synchronous wheel allowable areas Et). “0” is set, and the setting result is temporarily stored in the memory 15. Each time the position determination unit 21 receives the radio wave Sva (valve ID1 to valve ID4) from the tire valve 4, which of the plurality of synchronous wheel allowable areas Et includes the axle rotation information Dc is included. The determination process is repeated in the same manner.

FIG. 5 is a specific example of narrowing down combinations of valve IDs and axles 18. As highlighted in the dotted-line square in FIG. 5, the fifth (No. 4) and the sixth (No. 5) synchronous wheel allowable range Et are set to the flag “1”. This means that when the valve ID (for example, valve ID1) is received for the first time to the third time, the axle rotation information Dc of the axle 18 (for example, the axle 18a) indicates that the fifth and sixth synchronized wheels are permitted. It is included in the area Et. The position determination unit 21 processes the axles 18a to 18d in which the axle rotation information Dc is included in the same synchronous wheel allowable range Et when the valve ID (for example, the valve ID1) is received a plurality of times among the axles 18a to 18d. By narrowing down, the four-wheel axles 18a to 18d are narrowed down. That is, when the position determination unit 21 newly receives a valve ID (for example, valve ID 1), the position determination unit 21 is included in the same synchronous wheel allowable range Et from when the valve ID is received for the first time to when it is received last time. By leaving the axles 18a to 18d corresponding to the axle rotation information Dc, that is, the axles 18a to 18d in which the flag “1” is continuously set, the axles 18a to 18d corresponding to the received valve ID are narrowed down.

If the position determination unit 21 can narrow down one axle 18 corresponding to the received valve ID from the axles 18a to 18d, the combination of the valve ID and the axle 18 is determined. The position determination unit 21 sequentially performs this narrowing process for each of the received valve ID1 to valve ID4, and determines which valve ID is associated with which axle 18. When the position determination for all four wheels is completed, the position determination unit 21 writes the determination result in the memory 15 and updates the tire position.

According to the configuration of the present embodiment, the following effects can be obtained.
(1) A plurality of synchronous wheel allowable ranges Et are provided in advance, and the synchronous wheel allowable range Et of these synchronous wheel allowable ranges Et is the axle rotation information Dc (count value Ct) acquired each time each valve ID is received. By checking whether or not it is included, the valve ID1 to valve ID4 and the axles 18a to 18d are linked to determine the tire position. Thus, in the case of this example, when determining the tire position, it is only necessary to confirm which synchronous wheel allowable range Et includes the axle rotation information Dc (count value Ct) acquired when the valve ID is received. Processing is enough. Therefore, the calculation load used for the determination of the tire position can be kept low. That is, the tire position can be determined without collecting and calculating a plurality of data or performing complicated calculations.

(2) Since the synchronous wheel allowable range Et is set as data determined in advance from the beginning, the calculation of the tire position is less and the load on the calculation can be made constant.
(3) Since the synchronous wheel allowable range Et is a fixed value, it is not necessary to perform a troublesome process of updating the synchronous wheel allowable range Et.

(4) The plurality of synchronous wheel allowable ranges Et are shifted by “1” which is a unit of measurement of the axle rotation information Dc by the counter 20. Therefore, it is possible to provide a plurality of synchronous wheel allowable areas Et prepared in advance in the minimum unit, which is advantageous for more accurately determining the association between the valve ID and the axle 18.

(5) Each synchronous wheel allowable range Et is set to a range (tolerance range) in accordance with the radio wave transmission tolerance of the tire valve 4. Therefore, the synchronous wheel allowable range Et can be set within a suitable range of the tolerance of the tire valve 4, which is more advantageous for determining the tire position more accurately and in a short time.

(6) The synchronous wheel allowable range Et is the same start position (position where the end point Pb of the synchronous wheel allowable range Et takes the pulse “0”) every time when checking the association between the valve ID and the axle 18 performed when the valve ID is received. It is displaced from. Therefore, in the calculation for comparing the axle rotation information Dc with the plurality of synchronous wheel allowable ranges Et when the valve ID is received, it is only necessary to set the synchronous wheel allowable range Et at the same start position each time. Therefore, it is more advantageous to reduce the calculation load in determining the tire position.

(7) When the position determination unit 21 acquires the axle rotation information Dc (count value Ct) triggered by the reception of the valve ID, which of the plurality of synchronous wheel tolerances Et is the axle rotation information Dc. The axle wheel 18a to 18d in which the synchronous wheel allowable range Et continues to include the axle rotation information Dc is executed by executing a process for confirming whether the synchronous wheel allowable range Et includes the axle rotation information Dc. The axles 18a to 18d corresponding to the received valve ID are narrowed down. Therefore, each time the valve ID is received, the tire position can be correctly determined while appropriately narrowing down the possible axles 18a to 18d among the plurality of axles 18a to 18d.

Note that the embodiment is not limited to the configuration described so far, and may be modified as follows.
-When receiving the valve ID for the second and subsequent times, select only the synchronous wheel allowable range Et for which the flag "1" is set, and whether or not the synchronous wheel allowable range Et includes the axle rotation information Dc continues. Such confirmation may be performed. In this case, compared with the case where the synchronous wheel allowable range Et is displaced by one round from 0 to 95, the time required for determining the tire position can be shortened.

The synchronous wheel allowable range Et is not limited to a value that matches the tolerance of the tire valve 4, and may be set to a different value.
When the synchronous wheel allowable range Et is displaced, it is not limited to being displaced by “1” of the count value Ct.

· The start position of the synchronous wheel allowable range Et is not limited to the same position every time. For example, the acquired axle rotation information Dc can be changed to another position such as a determination start position.

The plurality of synchronous wheel allowable areas Et have, for example, one reference data, and the plurality of synchronous wheel allowable areas Et may be realized by displacing the data by a predetermined amount by calculation or the like.
The axle rotation detection unit 19 may transmit a detection signal to the TPMS receiver 12 wirelessly.

The total number of pulses of the axle rotation detection unit 19 is not limited to “96” but can be changed to other values.
The axle rotation detection unit 19 may use a sensor other than the ABS sensor.
The axle rotation detection unit 19 is not limited to one in which the number of pulses corresponding to the rotation of the axle 18 is sequentially output, and may be one in which, for example, several pulses are output together.

The axle rotation information Dc is not limited to the pulse count value, and may be information or data corresponding to the rotation position (rotation amount) of the axle 18.
-Both the radio wave for viewing tire pressure and the auto location radio wave may use the same radio wave or different types of radio waves.

The specific position is not limited to the peak position, and may be a predetermined position in the tire rotation direction.
The tire position determination may be performed whenever the vehicle 1 is traveling.

Claims

A tire position registration system,
A plurality of tire valves respectively attached to a plurality of tires,
Each of the plurality of tire valves includes a gravity detector that detects a position of the tire valve on the rotation locus of the tire and generates a detection signal,
Each of the plurality of tire valves determines a specific position on the tire rotation locus based on the detection signal generated by the gravity detection unit, and the tire pressure data and the tire at the specific position on the tire rotation locus are determined. A plurality of tire valves configured to transmit radio waves including a valve ID; and
A plurality of axle rotation detectors provided corresponding to a plurality of axles, respectively, for detecting rotation of one corresponding axle of the plurality of axles and generating axle rotation information;
A receiver provided on a vehicle body and configured to receive the radio waves from each of the plurality of tire valves;
A position determination unit that acquires each of a plurality of axle rotation information from the plurality of axle rotation detection units each time the radio wave is received from the tire valve by the receiver;
Each of the plurality of axle rotation information has a value repeated every one cycle corresponding to one rotation of the corresponding one axle,
The position determination unit has a plurality of synchronous wheel allowable ranges set in one cycle of one axle rotation information corresponding to one rotation of one axle,
The position determination unit
Each time the radio wave is received from the tire valve by the receiver, it is determined whether each of the plurality of axle rotation information is included in any of the plurality of synchronous wheel allowable ranges, and based on the determination result Then, by identifying the tire valve ID of the tire that rotates in synchronization with the axle rotation information of each of the plurality of axles, the tire position of the plurality of tires is related to the tire valve ID and the axle. A tire position registration system for judging.
A plurality of counters each provided corresponding to a plurality of axles, each counting according to a rotation angle of a corresponding one of the plurality of axles, and generating a count value as the axle rotation information; ,
Each of the plurality of synchronous ring allowable ranges is
Having a start count value and an end count value,
The position determination unit
2. The tire position registration system according to claim 1, wherein the plurality of synchronous wheel allowable ranges are sequentially shifted by shifting a start count value and an end count value by one or more count values in one period of the count value of the counter. .
The plurality of synchronous ring allowable ranges are:
A first synchronous wheel tolerance having a first start count value and a first end count value;
A second start count value obtained by adding one or more count values to the first start count value, and a second end count value obtained by adding one or more count values to the first end count value. A second synchronous wheel tolerance having
A third start count value obtained by adding one or more count values to the second start count value and a third end count value obtained by adding one or more count values to the second end count value The tire position registration system according to claim 1, further comprising:
The plurality of axle rotation detection units include an ABS (Antilock Brake System) sensor,
Each of the plurality of axle rotation detection units detects a plurality of teeth provided on a corresponding one of the plurality of axles to generate a pulse signal,
The tire position registration system according to claim 2, wherein each of the plurality of counters receives a pulse signal from a corresponding axle rotation detection unit among the plurality of axle rotation detection units, and counts pulses of the received pulse signal. .
The tire position registration system according to claim 1 or 2, wherein the plurality of synchronous wheel allowable ranges are set based on a tolerance of a position at which the tire valve transmits radio waves.
The position determination unit is configured to shift the plurality of synchronous wheel allowable ranges in order by a preset value of the axle rotation information from the same start position each time the radio wave is received. The tire position registration system according to any one of 1, 2, and 5.
The position determination unit
Each time a radio wave including the same tire valve ID is received by the receiver, it is determined whether each of the plurality of axle rotation information is included in one of the plurality of synchronous wheel allowable ranges, and based on the determination result The axle rotation information continuously included in at least one synchronous wheel allowable range among the plurality of axle rotation information is specified, and the axle corresponding to the ID of the tire valve is narrowed down. 6. The tire position registration system according to claim 1.